Railway car journal failure detector and warning device



Feb. 28, 1961 CLARK ETAL 2,973,429

RAILWAY CAR JOURNAL FAILURE DETECTOR AND WARNING DEVICE Filed Aug. 4, 1958 2 Sheets-Sheet 1 FlG.l IO

Arhol B. Clark Richard K.De-luney ATTORNEYJ Feb. 28, 1961 A. B. CLARK ETAL 2,973,429

RAILWAY CAR JOURNAL FAILURE DETECTOR AND WARNING DEVICE Filed Aug. 4, 1958 2 Sheets-Sheet 2 F l 6.2 27 2s INVENTORS Arhol B. Clark Richard K.Deluney BYJMr h ATTORNEYJ United States Patent teal RAILWAY CAR JOURNAL FAILURE DETECTOR AND WARNING DEVICE Athol B. Clark, 521 W. 8th Ave., Amarillo, Tex., and Richard K. Delaney, 401 Ave. F SE., Childress,Tex.

Filed Aug. 4, 1958, Ser. No; 753,054-

7 Claims. (Cl. 246-169) This invention relates generallyto railway rolling stock and is directed particularly to a new and novel device for detecting possible failure of journals.

The wheel journals of railroad freightand passenger cars sometimes fail through causes which are not always known, and such failures, when they occur,- inevitably result in the overheating of the journal, and if not de* tected in time, the result is overheating to the extent of melting the babbitt'of the bearings and the damaging of other materials resulting in a breakdown which'if not detected will lead to thewrecking'of the train and possibly fire.

The present invention accordingly has for a principal object to provide a simple, dependable; durableand coonomicaldevice for preventingwrecksand resultingproperty damage and possible loss-of"life'resultingfromfail uresof-car wheel journals.

Another object'of the invention is to.'provide"adevice for-accomplishingthe foregoingobject, which can be readily-connected with'the pneumatic brake system which is standard on all railroads in this and other countries andwhich when made operative asa result'ofheating'of a-- journal, will bringabout the: application of the car brakes.

Still another object of'the invention is to-providea device of the character'statedwhich is devoid of metallic contact working surfaces whereby thepossibility of moving parts jamming or sticking from rust or corrosion during: periods of disuse will be avoided and the mechanism or-partsof the :device will be immediately-activated or original condition ready'for further operation if and 'when' such, operation should become necessary;

Astill further object of the invention is-to provide'in a device of the character stated a'thermal element de-' signed to be mounted inside the journal box in closeproximity to the journal shaft whereby to absorbiheat. by radiatiomas well asby conduction throughparts-in metallic contact with the journal box'wall and whichelement; upon such absorption of heat, will efiect the momentary. lowering of the air pressure in the brake system to' bring.

about 1 .the application ofthe .car brakes;

The invention will be best -understood i-from a'con sideration ofthe following detail-description taken in connectionwith the accompanying drawings forming part of thespecification, with. the understanding, however; that the invention is not confined toa strict conformity with the showing of the drawings but may be .changed or modified so long as such changes or modificationsmarkno material departure from the salient features ottheinvention as expressed in the appended claims.

In the drawings:

Fig. l is a view in side elevation of one of the usual two-wheel trucks of a railway freight or passenger car showing two wheels on one side of the truck and illustrating the application of the present invention to the journal boxes which are shown open;

Fig. 2 is a view on an enlarged scale, partly in section and partly in elevation, of the air release valve showing the diaphragm seated for maintaining the air pressure in the air line leading to the thermal elements;

Fig. 3 is a view corresponding to Fig. 2, but showing the valve diaphragm unseated for eifecting the reduction of air pressure in the train air brake line;

Fig. 4 is a view partly in section and partly in elevation of a journal box showing the same open and showing the thermal blow-out element mounted therein;

Fig. 5 illustrates in section a type of adjustable valve which may be used in connection with the present invention.

Referring now more particularly to the drawings, it will be understood that the car truck structure illustrated in side elevation in Fig. 1 is only sufiiciently diagrammatically shown to illustrate the application of the present invention to two journal boxes. Also it will be understood that while only two journal boxes are shown, the

device will be connected with the journal boxes of the opposite pair of wheels of the illustrated truck and to the journal boxes of all of the other wheels on the car. As hereinbefore stated, the invention is designed to be used in connection with the pneumatic brake system which is standard on substantially all railroads and which is generally known as the Westinghouse Brake System" and, as is well known, such a system consists of interconnected air pressure lines maintained by a compressor on the train engine and extending the entire length of the train and in this system the wheel brakes, not illustrated, are held in release by the air pressure and the release of such air pressure effects the automatic spring operated application of the brakes for controlling the speed of or stopping the train.

In Fig. 1, the numeral 10 generally designates a portion of a car body while the numeral 12 generally designates a wheel truck. This wheel truck usually embodies four wheels, two only of which are here shown, and which are designated 14, and the truck frame 16 is supported upon the wheel journals 18 upon'which bear or rest bearings 20. I

Each wheel journal extends into the journal box 21 which embodies the side walls 22, the top'23, and a lower portion 24 which is conventionally designed to house a lubricant or mechanism for applying a lubricant to the journal. The outer side of each journal box is open and is normally covered by a door or lid 25 which in Fig. l is shown raised or in open position for each of the illustrated boxes.

The other parts of the wheel truck and the manner in which the car body is supported on the truck are well known, and as they have no bearing upon the present invention, further illustration of such parts is not considered necessary to an understanding of the invention.

The numeral 26 designates a portion of the train compressed air pipeline by which air under pressure is conveyed to the brake control apparatus of the different cars of the train and, as previously stated and as is well known, upon the reduction of pressure in this pipeline the train brakes, not shown, become applied to the wheels 14, and the present invention is designed to bring about such a reduction of air pressure in the pipeline 26 in the event ofa wheel journal overheating.

In accordance with the present invention there is provided a coupling 27 in the air brake line 26 whichhas 'a lateral arm 28 with which is connected a nipple 29 leading to one side 'of'a manualvalve which is generally designated 30 and which is here shown as being of the rotary plug type. The body of the valve is designated 31 and the plug is turned by the usual handle 32.

Connected with the valve 30 is a pressure operated diaphragm release valve which is generally designated 33. This release valve embodies a housing made up of the two conical or frusto-conical shell portions 34 and 35 disposed in base-to-base relation and having interposed between them the flexible diaphragm 36 constructed of suitable material, such as rubber and fabric or other impervious flexible material which will permit the diaphragm to flex in the operation of the valve.

The upper half 34 of the diaphragm valve housing has its apex portion extended to form the collar 37 and the manual valve 30 has its body 31. connected on thecppo site side from the nipple 29, with the pipe 38 which passes through and is joined to the collar 37 and terminates within the diaphragm valve housing adjacent to the upper surface of the diaphragm 36. The inner end of the pipe 38 forms a seat 39 against which the diaphragm 36 bears when the diaphragm valve is closed. When the diaphragm is in this closed position it will be flat and lie in one plane with the top surface contacting the inner end of the pipe as stated and the diaphragm maintains its position by its own inherent resiliency which causes it to return to the flat condition shown.

The wall of the conical shell 34 is provided with number of openings 40 by which air from the air pipe line may escape to the atmosphere when the diaphragm is unseated for the purpose hereinafter set forth, and the base portion of the part 34 is defined by the outwardly projecting annular flange 41.

As stated, the diaphragm is of flexible material as rubber and bears against the seat 39 when it is closed or when it is in valve closed position. Consequently, upon the application of air pressure through the pipe 38 against the flexible diaphragm the latter will yield and As previously stated, each and every one of the journal boxes 21 of a car will be e uipped with one of the thermal units 53. Therefore, although only two iournal boxes are here illustrated. it will be understood that the other boxes will be similarly equipped and that the thermal units will be connected with the air line-of the brake system in the same manner as illustrated in Fig. 1.

Each of the thermal units 53 embodies a flat head portion 55 which may be in the form of a disc or plate of any suitable geometrical form and from one side of this head extends the tubular stem 56 which through a portion of its length and from the free end thereof isinternally and externally screw threaded as indicated at 57 and 58.

' This thermal unit is in the form of a casting of a metal such become unseated to open the valve. When such pressure is removed, the flexible diaphragm will be returned to its seated position against the inner end of the pipe 38, which position is the valve closed position.

The lower conical portion 35 of the diaphragm housing also is defined around its base by the flat annular flange 42 while the apex portion thereof is extendedto form a tube or nipple 43 for connection in thelateral arm portion 44 of a T-coupling 45.

'As shown, the diaphragm 36 is secured around its.

peripheral portion between the opposed flanges 41 and 42 49 which is embedded in the body of the diaphragm 36;

As shown, the plate 49 is adjacent to one end of the tube 47 and the plate is set in the diaphragm so that a major portion of the length of the tube projects above the diaphragm into the pipe 38 while the shorter portion extends downwardly into the housing shell 35.

Connected with the oppositely directed arms 50 of the T-coupling 45 are'tubes 51 and 52. As illustrated in Fig. 1, the tube 51 leads to thermal units 53 in one pair of journal-boxes 21. The other tube 52 extends to the opposite end of the car and is connected to a similar pair of thermal units, not shown, carried by journal boxes at such end of the car and the tube 52 may be conveniently attached for support to the air line pipe 26 by suitable bands 54 or in any other manner, or it may be mounted on the body of the car or otherwise supported as may be desired.

such as aluminum which is a good conductor of heat.

The tubular stem 56 is adapted to be extended through an o ening 59 in a wall of the journal box, preferably the side wall. at a point where it will be nearest to the .iournal wit the under side of the head positioned agaihst the inner side of the iournal box wall. The bore through the stem 56 is desi nated 60 and terminates within the central portion of the head 55 where it intersects and merges with a radial bore or passage 61. The passage or bore 61 is filled with a fusible material 62 having a' melting point substantially above the maximum normal operating temperature of the journal and substantially below the melting point of the babbitt of the journal as; for example. around 400 F.

Each of the thermal unit stems 56 has mounted thereon the securing nut 63 which bears against the outer surface of the journal box wall and draws the head 55 tightly into position against the inner side of the wall. as shown. The air tube 51 is connected by a three-way coupling 64 with the two distributor tubes 65. Each of these distributor tubes 65 is connected bv a coupling 66 with an 'endof a coupling nipple 67. The other end of this nipple is threaded, as illustrated. at 68 and introduced into the endfof the stem of the adiacent thermal unit and joined; thereto by engagement with the threads 57.

Anv suitable means may be employed for supporting the tubes-51 and 65 on the truck frame so that there will be no movement or vibration which will tend to weaken the joints-or cause breakage of the tubes. 'The coupling 66 connecting the outer end of each distributor tube 65 with the thermal unit 53' is of a conventional type commonly emoloved for joining together small bore tubes and accordingly it is not believed that detailed illustration and description of this coupling is required. The coupling" 66' is. of course. provided so as to facilitate the'easy removal and replacement of the thermal unit 531When the fusible element has become fused or melted as a result of overheating of the wheel journal. 1 In putting the journal failure eliminator mechanism into'service, the valve 30 is opened, after the air line of the brake system has been charged with air under pressure. to permit the air to pass through the orifice 48 of the diaphragm valve and be distributed by means of the tubes 51, 52 and 65 to the several thermal units. The air under pressure will then bleed through the diaphragm by way of the orifice 48 and establish pressure in the distributor tubes 65 against the fusible element 62.

Alternatively, the valves 30 may be left open at all times and then when the air brake lines of the individual pressure is built'up' by the orifice in the manner describe 'So long as the'tubes 65 are maintained closed, equal pressures will be maintained on both sides of the diaphragm 36 and the diaphragm will be maintained pressed,

against the seat formed by the edge 39 of the tube 38 due to the larger surface area on the under, side of the.diaphragm than that of the tube opening 38 at the upper side.

thereof. 1 a v It is necessary that the over-all air passage through the tubes 65hr: greater than the air passage provided bythe orifice 48 so that when the fusible element or material 62 of the thermal unit melts and is blown out by the air under pressure in the tube or tubes 65 on the lower side of the diaphragm, this air can escape faster than it can be replenished through the orifice 48. This will allow the diaphragm 36 to flex away from the endedge 39 of the tube 38.

When 'a journal in any one of the boxes becomes overheated andthe, temperature builds up to the point where the fusible element of the thermal unit becomes fused, then the pressure in the tube 65 and in the bore 60, of the stem 56, againstjtheinh side ofj the' fu's'ible' 'element 62, willcausesuch"element'tojbedislodged and blown out. This will permit a'rapid drop of pressure in' the tube 65 and on the under side of the diaphragm 36 causingthe greater pressure on the upper side of the diaphragm to fiex the latter away from the seat 39. The air from the air line of the brake system will then escape through the tube 38 and the openings 40 in the upper portion 34 of the diaphragm valve, causing the brake line pressure to drop to a sufiicient degree to cause application of the train brakes.

The upper portion of. the tubular stem 47 extends into the tube 38 a substantialdistance or far enough to preclude the possibility of a jet stream vacuum being established upon the surface center of the upper side of the diaphragm during the air exhausting or blowing process following the melting of the fusible element 62 and thereby defeating the operation of the device by preventing the diaphragm from becoming unseated.

Following the blowing of a thermal unit, the manual valve 30 may be closed to stop the escape of air from the train line and so maintained until the overheated journal has been properly serviced and the ruptured thermal unit replaced.

With no change in the basic principal involved, the capacity of the system may be changed by altering or changing the structural size of the elements or by using an adjustable valve in place of the simple shut-off valve 30 here illustrated, for either an emergency stop or for a less severe application of the brakes which would probably warn the engineer of impending trouble.

Another advantage in the use of the diaphragm valve is that it makes possible employment of air lines of materially smaller size than the conventional brake lines, such as air lines of from A to /8", running to the journals and the fusible elements, thereby reducing the initial cost of installation and also providing for a more durable structure which will withstand vibration of the truck parts during operation.

In the illustration of the present invention, the standard type of freight car journal is illustrated but it will be readily apparent that the invention can be easily adapted to use with any type of journal.

From the foregoing, it will be seen that there is provided by the present invention a journal protective device and failure eliminator which is of relatively simple design and which can be economically produced and installed on cars of all types and which also is so designed that it can be so mounted as to be strong and durable and which will operate efiiciently for accomplishing the desired results.

As above stated, there may be used in place of the simple rotary plug valve shown in Figs. 2 and 3, an adjustable valve such as that illustrated in Fig. 5. Such an adjustable valve is particularly well suited for use during experimental operation of the system.

In this Fig. 5, the adjustable valve shown comprises a body of substantially elliptical form which is generally designated 100 and which, at the opposite ends corresponding to the ends of the long axis of the ellipse, there are formed the threaded inlet and outlet openings 101 and 102 respectively. Perpendicular to the axis of the aligned. openings 101 and 102 the body has formed integral, therewith the neck 103 which has external screw threads 104 formed therearound and the interior of. this neck 103 is provided with the'coars'e threads 105 which lead into the valve chamber 106.

The inner end of thevalve chamber is reduced or tapered to form a seat 107 and the threaded inlet 101 communicates with thechamber 106 through the annular seat 107 byway of the passage 108 while at the opposite side of the seat the chamber 106 communicates with the threaded outlet opening 102 by way of the passage 109.

Extending axially in the chamber 106.is the cylindrical valve body 110the outer end portion of which carries the screw threads 111 for engagement with the threads 105 and this outer end of the 110 is connected on its long axis with the stem 112.. I ,7

T ead ve he O t nd of he n c 3 is h conventional cap 113 which has a suitable central opening 114 surrounded by packing 115v for the extension of the stem 112, the outer end of which carries the hand wheel 11 6.

The inner end of the valve body 110 carries a valve washer 117 which is adapted for engagement on the seat 107 in an obvious manner and itwill. be seen that when this valve is connected between thelateral, arm 28 of the coupling 27, and the pipe 38, the flow of air from the brake line 26 to and through the diaphragm valve can be very nicely or finely adjusted, as may be required.

In the illustration of the valve 30 in Figs. 2 and 3, the nipple 29 and the pipe 38 have been shown formed integral with the body 31 of the valve, but these parts may be provided as separate couplings or nipples, as indicatedat 29 and 38.

We claim:

1. A car journal failure detector and warning device comprising a thermal unit adapted to be mounted in a journal box and including a fusible element closing an air outlet port, a conduit for conducting air under pressure from an air brake pipe line to said port, and means in said conduit for effecting a quick pressure drop in the air brake pipe line upon rupture of said fusible element comprising a diaphragm valve having a bleed orifice for passing air from said pipe line to the port side of the diaphragm whereby air pressure is balanced on both sides of the diaphragm when the air outlet port is closed, and means whereby said diaphragm is maintained in valve closed position while said port is closed and permits the diaphragm to be moved to valve open position by air pressure from the pipe line upon the opening of said port.

2. A car journal failure detector and warning device comprising the combination with an air brake line, of a diaphragm valve comprising opposite casing halves and a diaphragm between the same, an airadmission pipe connected with said air brake line and opening into one of said casing halves, a seat for the diaphragm whereby the diaphragm shuts olf flow of air from the air brake line through said air admission pipe, the diaphragm being biased to constantly tend to move to seat engaging shut off position, means for conveying air from the air brake line into the other valve casing half at a slower rate than its admission into said one half, whereby pressures are equalized on both sides of the diaphragm, a conduit of smaller diameter than said air admission pipe connected with and receiving air from said other casing half, and a fusible element closing the said smaller diameter conduit against escape of compressed air therefrom.

3. The invention according to claim 2, wherein the said means for closing the valve comprises an extension of said air admission pipe into said one casing half to a position whereby the inner end thereof forms the said seat for engagement by the diaphragm under the said biased tendency thereof and said one casing half having an air escape wall aperture.

4. The invention according to claim 2, wherein the said means for conveying air from the air brake line into the other valve casing half comprises an orifice through the diaphragm of materially smaller diameter than said air admission pipe.

5. A car journal failure detector and warning device comprising the new combination with an air brake line, of a diaphragm valve which embodies two opposite casing halves and a diaphragm between the same, an air admission pipe connected with-said air brake line and opening into one of said casing halves, means whereby the diaphragm closes the valve against exhaust of air from the air brake line through said air admission pipe, the diaphragm being biased to constantly tend to move to valve closing position, means for conveying air from the air brake line into the other valve casing half at a slower rate than its admission through said pipe into saidrone half, a conduit of smaller diameter than said air admission pipe connected with and receiving air from said other casing half, and a thermal unit adapted to be mounted within a journal box and comprising a stud having an enlarged head on one end and a passage therethrough, a fusible element closing said passage, and said stud being detachably connected at its other end with said conduit.

j 6. The invention according to claim 2, wherein the said means for closing the valve comprises an extension of said air admission pipe into said one casing half for said means for closing the valve comprises an extension of said air admission pipe into said one casing half for "engagement with and closure of its inner end by the diaphragm under said biased tendency thereof and said one casing half havingian aire'scape wall aperture opening to the atmosphere, and the said means 'for conveying air from the air brake line into said other valve casing half comprising a tube fixed in and through said diaphragm and extending for a substantial part of its length into said air admission pipe and having a boreof materially smaller diameter than said pipe.

References Cited in the file of this patent UNITED STATES PATENTS 891,341 Hunt et a1. June 23, '1908 2,265,294 Lange Dec. 9, 1941 2,588,204 Cameron et al. Mar. 4, 1952 2,785,296

Luke Mar. 12, 1957 

